Ya, that is about as close to installed as you can get one of those on a 3.0. Had to put it on there just to dream about a 3.4 swap with the S/C.

My buddy bought it off Craigslist for his '97 4Runner. 120k miles on the S/C. We did a rebuild on it, replaced all of the bearings and seals, except for the bearings and seals that are in the rotor assembly. Those seemed just fine and pulling the rotors and gears off of the shaft opens up severe timing issues when you reassemble, better left to someone with a jig for pressing them back together and making sure the rotors and gears are timed to perfection.

Should get it on his rig in two or three weeks.

 

you scared me there for a second...

 

^ ^

 

Hey now, just because the SC on the 3.0 is a joke, doesn't mean you should take a dump on the thread. :/

 

Wow,cool

 

Sweet!! I thought about putting a turbo on my 3.0 - but no where to put it in the engine compartment.

 

damn! you almost had me searching the web for 3.0 runners to buy. Good lil trick thread though... you got me. LOL

 

Can't wait to see the hood scoop

 

what was the differences between the 1st gen SC and the 2nd gen SC?

 

lol... I'd just slam the hood then outline the dent with a paint pen so you know where to cut

 

What was the deal with the spamming posts? Maybe I hit a nerve with someone. I thought it was kind of funny last night at 10:00 when we finished the rebuild and layed it on there. Ahhh, to have a 3.4.

According to my buddy, there are actually 4 generations of the S/C for the 3.4 They all use an M62 S/C, no difference in the actual S/C rotors, gears, etc.

The first three are all with the tan colored, multipiece aluminum housing. The first one shipped with a two pulley idler/tensioner arrangement on a plate. The second version eliminated one of those pulleys, as there were belt issues. The third version got rid of the tensioner plate all together and went with a dynamic tensioner.

Then, the fourth version came out the black one. The housing is all one big sand cast piece of aluminum, so there are a lot less sealing surfaces. It uses the dynamic tensioner. I have not had my hands on one of those yet, so that is about the extent of my knowledge of that version.

 

Just before i left the dealership, i got to put a brand-new-in-the-box 4th gen on a 2001 Taco. It already had TRD headers, an AEM intake and a off brand muffler. very easy to put on, and very nice.

 

I bet the poor 3.0 was thinking 'ya, go ahead and try to get more power out of me...I'll show you stubborn' haahahah.

 

ok I fell for it too, I was like whaaaaat?

 

The tan ones are actually a pretty nice piece of work. I was impressed with the quality of both the machined surfaces and the castings. I did not see a lot of core shift in the sand castings, and they really took their time on the final pass on the sealing surfaces with the mill. All in all a quality unit.

 

I think it was shaking in it's oil pan. Please don't do this to me!! I will blow a head gasket in the first five minutes at half throttle!!

 

the cost of s/c a 3.4 id rather just stick in a 1uz

 

it would be a 2jz-gte for me. can you say 1000HP

 

I cant remember where i heard it, so dont quote me, but i heard the gray s/c's had bearing issues that were resolved in the black one...

 

Had not heard that, could be true, but not based on this one particular unit.

This one had 120k miles on it and the bearings really were not bad. They seemed tight, but once we had them out, why put the old ones back in?

The snout bearings are just standard open cage ball bearings pressed onto a shaft. You can get them at any local bearing supply house. These two are lubed with the S/C oil in the nose assembly.

There are two needle bearings in the back of the unit that support the tail end of the rotors. Those bearings are not sealed, just cups that press into the rotor housing. They are essentially open to the air flow that goes through the S/C and are pre-lubed with a "special" high temp grease. If there were problems with bearings, I would suspect those two, as they only have the grease they come with. But, in this unit, the grease was still smooth, not dried out, and there seemed to be plenty in there.

There are two bearings behind the S/C gears (also lubed with the S/C oil) that support the front end of the rotors, we did not replace those, as I said above, due to timing concerns. There are no clocking features on the shafts, rotors, or gears, that we could find without pressing everything apart. I suspect they had a jig to line it all up and press it together. There are also two dynamic seals on the rotor shafts that seal the S/C oil into the nose housing. These were not leaking, so, that just reinforced the opinion of not messing with the rotor bearings and seals.

The actual S/C in this assembly is nothing special. It is an M62 S/C that has/does ship on a bunch of different production vehicles. I doubt the S/C rotor bearing design is custom for the Toyota application. The nose assembly may be, due to the need to get the belt pulley lined up and put the S/C in the best place for the airflow plumbing.

The link below shows the exact S/C that is in the housing TRD designed. The bearings on the back of the S/C housing are visible, same stuff we saw in this unit:

http://www.capa.com.au/eaton_m62data.htm

It was fund tearing it down and figuring out how it was designed, not something that I had been inside before, so it was a kick.